Tractor with twin power plants



y 3,1956 R. A. PETERSON Re. 24,175

TRACTOR WITH TWIN POWER PLANTS 8 Sheets-Sheet 1 Original Filed. Jan. 18195] ENVENTOR.

ROBERT .4. PETERSON 8V T ATTORNEY R. A. PETERSON v TRACTOR WITH TWINPOWER PLANTS 7 July 3, 1956 8 Sheets-Sheet 2 Original Filed Jan. 18 1951o o ,1 I

July 3, 195 6 R, PETERSON Re. 24,175

TRACTOR WITH TWIN POWER PLANTS Original Filed Jan. 18. 1951 8Sheets-Sheet 3 Q N w rT 1: 2: .11: y

L fain 121. l -f| 'q, I a I E t) I a O]. k) c, "I a 1' o I c I I o Lil:

0 Q o N o 9] i x g P Q 0 a I G I q 3 I k9 Q 2 :5 I SQ N 5] v1 a 0 o o OO 2 W H N INVENTOR.

ROBERT A. PETERSON ATTORNEY July 3, 1956 PETERSON Re. 24,175

TRACTOR WITH TWIN POWER PLANTS I Original Filed Jan. 18 1951 8Sheets-Sheet 4 INVENTOR. ROBERT A. PETERSON AT TOR/V5) July 3, 1956 R. APETERSON TRACTOR WITH TWIN POWER PLANTS 8 Sheets-Sheet 5 Original FiledJan.

INVENTOR. BYROBER r A. PETERSON ATTORNEY y 3. 1956 R. A. PETERSONTRACTOR WITH TWIN POWER PLANTS 8 Sheets-Sheet 6 Original Filed Jan. 18,1951 IN VEN TOR HUBER r A. PE rsksolv ATTORNEY y 3. 1956 R. A. PETERSONRe. 24,175

TRACTOR WITH TWIN POWER PLANTS Original Filed Jarl. 18. 1951 V 8Sheets-Sheet r v a I I l I l Q l 1' h //A kl INVENTOR ROBERT A. PETERSONA TTOR/VEY July 3, 1956 PETERSON Re. 24,175

TRACTOR WITH-TWIN POWER PLANTS Original Filed Jan. 18, 195E 8Shafts-Sheet INVENTOR ROBERT A. PETERSON MQR ATTORNEY ,nndebyrel-e.

U t d a e mcronwrrnrwmrowanrnm rs Warm], SIIIW can m.Catsplllnrfhnetol-Co reorhlll aeorporatlonof- No. 2,618,105,- Med May11, 1954, an: no. 7 January 18, 1951. Application for rein-e A t] 2!,195$,Serlal No. seam 'iscmm. (c1. lac-6.4aMntterncloeedlnheavybrackets[]appearslnthepntentllntformsnopart'ofthisrelssnespecltl- .lnatterprhtedhltalicalndicatesthe additions be quicklydivided in half withunskilled labor for movement on existing'highway or rail transportcarriers. [Also, so constructed] The construction provided is such thatassembly at the work site can be accomplished by unskilled labor and ina very short time.

Solution of the foregoing problem are accomplished by this inventionalso has resulted in some unexpected and very meritorious results. Forexample, because the vehide in its preferred form has two complete powerplants each with its own drive and control,'[and with] each power plantdriving the traction element on its own side, tremendous gains are madein smooth maneuverability and the proper use of available horsepower.

Another advantage of the device of the present invention comes in itsuse when working under load. In vehicles heretofore which could onlysteer by slipping a clutch or applying a brake to one side there hasresulted itself [their] li il v I I V itr'case[s]andconsn-uctedtofastentogethermnnitsl thus providing a separate from foreach half of the tractor.

Each-[uniflhalfismadeinasizetocomewithintheshippinglimitsofa'railroad'caroratmnsportplaneand when it reaches thework site, it can be combined with the other parts in short order byunskilled workmen. The cases, control levers, strengthening framemembers and the severable stifi beam all align andare attached withsimple external bolt'joints. There are no fluid for oil or fuel'and nosealing gaskets to be connected when the vehicle is assembled or bled'uthe may be.

.The present invention provides a tractor of unusual width which otfersanother solution to the problem of having a firm foundation for a' sideboom without the necessity ofhaving one track support a massivecounterweigh While the devices described to illustrate embodiments ofthe invention show a track layer type of vehicle, the invention isequally applicable to wheel type vehicles in which case wheels with roadengaging surfaces are substituted for the drive [sprocket wheels]sprockets that [move] engage the tracks and for the idler wheels nearthe front end of the tracks.

One form'which my invention may take is shown in the accompanyingdrawings in which- Fig. l is a plan view of the complete vehicle;

Fig. 2 is a plan view showing the units of the vehicle separated enoughto illustrate the connecting parts;

Fig. 3 is a view in elevation, partly. in cross section, looking at therear of the complete vehicle;

Fig. 4 is a like ,view looking at the front of the complete vehicle; Y

Fig. 5 is a like view looking at the rear of the left unit of thevehicle, as supported and separated for shipment;

Fig. 6 is a view in side elevation of the left unit of Fig.

5, taken on theline of Fig.1, some of not only rough steering but also awaste of power. With 7 the present device where there is a separatepower plant driving each [side of the vehicle,] traction element,steering may be accomplished smoothly by varying the speedof eitherengine without diminishing the etficie ncy with which the power of eachengine reaches [the drive wheel or track.] each traction element.

- Another advantage of the separate drives to each [wheel or track]traction element is in the ability to apply undiminished power to both[tracks] traction element by the selection of lower or higher gears inoppodte transmissions. For example, on a left turn the left transmissioncould be placed in low gear while the right transmission remained insecond gear. This would produce a left turn with full power beingdelivered from both engines.

The ability of a tractor to produce pulling power is in directproportion to its weight. In the earlier steering means effected bycutting oti power [on]to one [side] traction element to steer, it is thesame as rendering useless the weight applied to that side. This problemis solved by the present invention where in negotiating gradual turnsunder load power can continue to be applied to both [sides] tractionelements without loss in efliciency or any wastage of power.

In solving the problem of size and transportability from complished theresult by providing a right hand and left hand [power unit,] half of atractor, each complete in the connecting flanges;

i Fig. 7 isaviewinperspective ofthepartswhich secure together the twoseparable units at the rear;

' Fig. 8 is a similar view of the [serverable] severable stiff beamwhich secures together the two separable units at the front, withpart'of the frames and the idler rollers of the two units shown inplace;

Fig. 9 is a plan view of the severable-stiff beam;

Fig. 10 is a view in elevation of the same part;

Fi l-l isanendviewofthestitfbeambacktoabou the line X I-XI on Fig. 9;

Fig. l2-is a fragmentary view in elevation of a portion of the rear ofthe vehicle to show how the drawbar'crescents are supported; and

Fig. 13 is a view ofthe rear taken on the line XllI- XIII in Fig. l.

It is to beunderstood that the form of the parts herewith shown anddescribed is to be taken as a preferred eliample'of the same, and thatvarious changes in the shape, size and arrangement of parts may beresorted to without departing from the spirit of the invention or thescope of the appended claims.

In solving the problems which led to this invention provision is madefor securing together two complete tractor chassis, each with its ownpower plant, transmission, [drive wheeL] traction element, fuel supply,and controls.

The right hand power unit isprovided with a [track or wheel] tractionelement for supporting and moving the right side of the vehicle and theleft hand power nections between the two units and make possible theadvantages of easy aaembly or disassembly, plus all the advantages ofoperation pointed out above.

The power units Referring to the drawings, each unit hasits own chassisor frame comprised of a main case with forwardly projecting engine framemembers 11 and 12. In the main case 10 is located 'the transmission 13,.the bevel gear assembly 14, the steering clutch assembly 15, and thefinal drive gear reduction 16. Ahead of the main case lies the masterclutch 17 and the engine 18 with its radiator 19 and fan 28. All'ofthese parts are shown only diagrammatically and to indicate that in eachunit is a completely independent power plant and drive, with controlswhich are preferably adapted to be brought to a common operating point.

The controls include a single master clutch lever 21 secured to crossshaft 22 with suitable linkage 23 to the master clutch throw out yoke(not shown).

The steering clutch levers 24, carried on cross. shafts 24a and 25aare-positioned alongside each other. The lever 24 disengages the lefttrack 26 and the lever 25 disengages the right track 27, by means of thesteering clutches 15.

The throttle control levers 28 and 29 are arranged alongside each otherand .each is connected by suitable linkage to its own engine. 1

The forward and reverse transmission shifting levers 30 and 31 arearranged alongside each other. The lever 30 controls the transmissionthrough the cross shaft 32 and the lever 31 is directly mounted on itstransmission case.

The speed selecting lever 33 on the transmission for the left hand powerplant is inclined toward the left side of the drivers seat 34 and thespeed selecting lever 35 for the right hand power plant is on the rightside of the driver's seat.

The two foot brake pedals 36 and 37 are in conven-' ient reach of thedriver's seat 34 and are connected by cross shafts 38 and 39respectively to brake bands (not shown).

The controls are shown arranged for the driver to sit on seat 34 whichis on the right hand unit, but they may be arranged for him to sit onseat 40 on the left hand unit.

When the units are split for shipment or repair the control cross shafts22, 24a, 32 and 38 can be easily severed at the dividing line of thevehicle by means of a suitable flange or other form of'coupling. Theseare shown in Figs. 1, 2, and 6 at 22b, 24b, 32b and 38b.

The final drive main gear 41 is mounted on the carrier hub 42 (see Fig.3) to which is keyed the [track] drive sprocket 43 having teeth engagingthe tracks 26 M27.

The track 26 (left) and 27 (right) runs around the track roller frame 44which has two hour section longitudinal members 45 and 46 which extendsubstantially the fulllength of the frame. An idler wheel is journaledon the front end of each track roller frame to support the front end ofeach track, the rear end of each track being supported by the drivesprockets 43 at the rear end of seen in dotted lines in Fig. 1 wherethe, end 50 of the.

bracket engages the final drive dead axle or stub shaft join.

'4 t (not shown) secured near the end of the member 46 at 52.

' Forward connection (Figs. and 8) The front end of the track rollerframe on each unit is preferably secured to a portion 53 of a stiff beamwhich is in turn secured to the chassis. In Figs. 4 and 8 this is shownwhere the stiff beam is secured at 54 to the track roller frame and at55 to the frame members 11 and 12. Each portion of the stiff beam-53 hasa verti cally positioned bolt flange member 56 with suitable [boltreceiving] holes to receive bolts 57 where the units The connectioneffected by these flange members 56 constitutes the only connectionbetween the units at the forward end of the vehicle. Further details ofthe stiff beam are shown in Figs. 9, 10, and 11.

Rear connection (Figs. 3 and 7) One of the important features of'thepresent invention, in making it practical for the units to be assembledspeedily in the field by unskilled labor, is the form of the rearconnection between the units. In one sense this connection is the keyconnection, as it assures alignment in all directions of the two unitsOnce the connection of the cases 10 has been made in the rear, the bolts57 may be inserted and secured in the flanges 56 of the stifi beam andin the control couplings with complete assurance that the units are inperfect alignment.

The vehicle of this invention has a complete and independent right andleft hand power [and track] unit and traetion element. This means thatthe right hand unit will have a track 27 and track frame 45, 46 securedas final drive 16 in a housing which is fitted against a flat,

the two main cases 10 fit together in perfect alignment.

The bearing recesses 59 receive an aligning plug 61. The

main cases 10 are then secured or bolted together by means of a king-bolt 62'with clamping nuts 63 and 64. Preferably the king bolt 62 ismade in two pieces the portion 65 having a female threaded end 66 toreceive the male threaded end 67 of the portion 68. The construction isimportant for in assembling or disassembling the units, it means thatthey need only be pulled apart laterally by the distance necessary toclear the aligning plug.

Theportion 65 fits through an opening 69 in the aligning plug 61. Thisneed not be a snug fit as the outer periphery of the plug 61 is a closefit in the case recesses 59 and therefore does the aligning, while theking bolt 62 holds the cases together.

The portions 65 and 68 may be turned relative to each other to thread orunthread their mating parts 66 and 67 preferably after the mating faces58 of the main cases have been brought together. A squared or hex area70 is provided for rotating the portions. When the portions 65 and 68comprising the king bolt 62 have been threaded together, the clampingnuts 63, 64 can be tightened and thereby secure together the alignedrear ends of the two vehicle units.

The king bolt 62 is made about the same diameter as the dead axle 51 andfits into the corresponding bore 72 in the main case. The recesses 73provided for the right or left brace 49 can be used to receive theclamping nut 63. The length of the king bolt parts 65 and 68 is such 51.The axle or stub shaft 51 also engages a bracket 75 that when the maleand female ends 66 and 67 are uncam [space] bore 72 against 'the ends ofthe dead axles 51 and thus draw the threaded ends 66 and 67 into thebore 72, where they are protected while the vehicle units are apart. InFig. the end 66 is projecting beyond the case face 58 but as there isclearance at its end 71 it can be moved inwardly. I

An additional rear connection 74 between the units is provided,primarily for its usefulness as a support for the draw bar crescent 75,on which the draw bars 76 slide. back faces 80 of the adjacent maincases and provides an alignment member'which prevents the right and leftmain cases 10 rotating relatively around the' king bolt 62.

The drawba'rs 76 are brought together and are connected by a link 77 toprovide a single draft connec-' tion 78.

Figs. 5 and 6 show the left unit of the vehicle with its track 26supporting the left side of the, unit and with a skid shoe 82 [secure]secured under the left part 53 of the stiff beam adjacent its flange 56..Preferably the skid shoe 82 is bolted to the stitf beam. There is alsoa skid shoe positioned under the right unit of the vehicle.

' The height of the skid shoes is such as to support the mating faces ofthe flanges 56 on the stiff beam and the mating'faccs 58 on the maincases 10 in parallel relation which will assure alignment of the unitsin position to be bolted together to make one vehicle.

As used herein king bolt is intended to. include a fastening by means ofwhich two adjacent main cases may be secured together as one.

. Operation For purposes of illustration, the operation in assemblingand disassembling the vehicle of this invention will start with thefactory upon completion of the manufacture of a right and a left handunit which are to be combined to make up this vehicle. a

Fig. 5 shows the left hand unit of the vehicle supported on i'ts'track26 and on the skid shoe 82. This is also shown in Fig. 6. A like righthand unit will be shipped to the customer at the same time as the lefthand unit. One of the features of this invention is that it makes itpossible to have a vehicle transportable on rail cars which can be twiceas wide as any vehicle heretofore constructed. By looking at Fig. 5, itwill be seen that the distance between the outside edge of the track 26and the face 58 of the case can be the maximum width clearance permittedon a rail vehicle. In effect this doubles the width of the assembledvehicle over anything that could be shipped assembled heretofore.

This connection 74 is bolted against the machined When the right andleft hand units of the vehicle the right or the left unit with abulldozer, or it can be.

done with block and tackle. When the units are in the position shown inFig. 2, and just prior to their being moved together, the aligning plug61 is inserted in the bearing recess 59 in either the right or the lefthand unit. As the units go together care is taken that this aligningplug enters the bearing recess 59 in the other case unit. When the unitshave been moved together so that the face 58 on the left hand unit andthe face 58 on the right hand unit are against each other, and the facesof the flanges 56 on the stiff beam are against each other, all thatremains to be done is to insertthe securing bolts.

The preferable order of operations on assembly is that before theflanges 56 on the stiff beam are bolted .ward ends of the tracks on araised surface or it may be done by jacking up the forward end to slideout the shoes. the rear connection 74 which supports the ends of'thedraw barcrescents'75. mechanic to insert bolts to fasten together theflanges 22b, 24b, 32b, and 38b for the various control levers. Thiscompletes theassembly of the vehicle and it is to be noted that in thisassemblyther'e are no oil lines,

fuel lines, or leak proof-gaskets necessary to be con-' nected oraligned. Every operation in the assembly of the two units into a singlevehicle was such that it could be done by unskilled labor. When it isdesired to ship the vehicle to a new location, the foregoing steps canbe done in reverse.

I claim:

1. In a track layer type of self-propelled vehicle having propellingtracks, the combination of a pair of self contained power units; eachunit having, a main case with a transmission, and having a final drivemeans thereinjsaid cases each having parallel vertical oppositelydisposed fore and aft side faces, with aligned bores extending inwardlyat right angles to said faces; a forwardly extending frame secured toeach of saidmain cases; an engine and clutch means supported on eachframe, and connected to its respective transmission; control levers forseparately controlling said engines and transmissions; a stubshaftsecured in each of the 0pposite of said aligned bores; a track drivesprocket and a track frame secured on each of said stub shafts; a

king bolt secured in each of the adjacent of said aligned bores, wherebythe adjacent main cases are held together with adjacent parallel facesthereon substantially in contact; a stiff beam near the forward end ofsaid vehicle rigidly connecting together the aforesaid forwardlyextending frames[;] and [means for] supporting the forward end of saidforwardly extending frames [vehicle] on the forward end of each of saidtrack frames.

2. The device of claim 1 in which said stifi beam is split in the centeron about the same plane as the abutting faces of the adjacent cases, anda flanged plate is formed on each adjacent end so the same may be.bolted together or unfastened without removing said stiff beam portionsfrom the bottoms of said frames.

3. The device of claim 1 in which there is a perforated aligning collar,extending into the aligned bores of the adjacent faces of said maincases and through which said king bolt is passed.

4. The device of claim 1 in which said king bolt is made in two partswith threaded means connecting the two parts whereby said king bolt maybe connected or disconnected without removal of each or either part fromits respective here when assembling or disassembling the vehicle. 7

5. A. self-propelled vehicle, having in combination two chassis,arranged to be split into separate selfcontained chassis along avertical linerunning fore and aft down the center of the vehicle and'inwhich each chassis includes; a one piece metal main case member with atransmission drive therein, said case having its vertical fore and aftside faces arranged parallel to each other, and having a bore extendinginwardly from each side face at right angles thereto, and havingconnected rigidly therewith a forwardly extending frame portion, with anengine mounted thereon; drive means between said engine and thetransmission drive in said The nextstep is to insert'the bolts to secureThen-the final step is for the t main case member; a shaft means securedin one here of said cases on each outer face; a track frame secured toand a drive sprocket mounted on said shaft means; a road engaging trackmounted on said .fram'e; and securing means for detachably fasteningsaid two chassis together as one, including a king bolt mounted in thealigned bores in the adjacent faces of said main Cases, and a secondrigid securing means forward of said king bolt.

6. The device of claim in which said securing means includes, analigning plug fitted into said adjacent aligned and fuel reservoirmounted in each of said.separate frames; a main case combined with eachof said separate frames, each main case including, drive means fortransmitting the power of said engine to said road engaging means; andeasily severable means for rigidly securing said two main cases to eachother in close juxtaposition at a plurality of points along the fore andaft vertical center line of said vehicle so they move as one whenconnected together. a v

9. The device of claim 8 in which [there is a separate] one of saidsecuring means [connecting] connects the frames forward of said.connected main cases.

10. The device of claim 8 in which said last named securing meansincludes a king bolt secured in aligned horizontal bores in said maincases.

11. The device of claim 10 in which there is an aligning plug extendinginto said aligned borEs surrounding said king bolt. 7

12. In combination, a vehicle having a pair of engines, a pair oftransmissions, a pair of final drive wheels, and a pair of supportingtracks; a pair of separate frames each supporting as a groupedcomplementary mating unit one of each of the aforesaid pairs of parts; afore and aft extendingtrack frame secured to each of said separateframes and having the drive to said final drive wheel arranged at-oneend of said track frame; a stiff beam securing together forward portionsof said separate frames, said stiff beam being 'made up of two partssecured together in the plane of the center line of said vehicle byflanged plates, bolted together; and a king bolt securing to each otherthe rearend of each of said separate frames; whereby said vehicle whenin operation is a complete unit and when said flanged plates areunbolted and said king bolt is removed each component half of saidvehicle is itself a complementary operative half unit.

13. In a self-propelled vehicle the combination of, a

pair of self-contained power units laying side by side; each of saidpower units comprising a frame having therein an independentlycontrolled source of power, a transmission, a clutch, and a roadengagingdrive means ineluding a frame secured to said power unit frame andextending alongside thereof and connected at one end to said powersource; said power unit frames being connected to each other by aseverable fitting secured to and adjacent the forward end of each ofsaid .units; said fitting being severable along a fore and aft line'coinciding substantially with the like plane between said units; andbeing connected by other severable securing 'means adjacent the rear endof said units, whereby said power units may be separated or assembledwithout the severance or connection of any parts comprising said sourceof power, transmission, clutch, or road engaging drive means.

14. A tractor having severable, complementary halves each halfcomprising a frame, on engine, a traction element having'a track rollerframe, an idler at one end of the track roller frame, a drive sprocketat the other end of said frame, an endless track carried and driven bysaid idler and drive sprocket, means to transmit power from said engineto said drive sprocket, and means spaced from each other along thedividing line between said halves to detachably' hold said halves inoperational relationship to each other, one of said means comprising amember extending transversely of the two halves and supporting saidhalves upon the track roller frames.

'15. A tractor having severable, complementary halves each halfcomprising a frame, an engine, a traction element having a track rollerframe, an idler at one end of the track roller frame, a drive sprocketat the other end of said frame, an endless track carried and driven bysaid idler and drive sprocket, as well as means to transmit power fromsaid engine to. said drive sprocket; and means spaced from each otheralong the dividing line-between said halves to detachably hold saidhalves in operational relationship to each other, one of said meansincluding a detachable drawbar support at the rear of the tractorhalves, and another of said means comprising a member that provides fordetachable connection between said halves and also extends transverselyof said halves to connection with the track roller frames to providesupport for said halves on said track roller frames.

16. A tractor having severable, complementary halves each halfcomprising a frame, on engine, a traction element having a track' rollerframe, an idler at one end of the track roller frame, a drive sprocketat the other end of said frame, an endless track carried and drive bysaid idler and drive sprocket, as well as means to transmit power frontsaid engine to' said drive sprocket; and

means for detachably connecting said halves, said means including astructural member on each. tractor half extending transversely of saidhalves to the track roller frames to provide a support for said halveson said track roller frames, and which structural members are detachablyconnected in substantially opposed relationship whereby said tractorhalves are held in operational relationship to each other.

I 7. A tractor having severable, complementary halves each halfcomprising a frame, an engine, a traction element having a track rollerframe, an idler at one end of the track roller frame,' a drive sprocketat the other end of said frame, an endless track carried and driven bysaid idler,and drive sprocket, as well as means to transmit power fromsaid engine'to said drive sprocket; and holding means spaced from eachother along thedividing line between, said halves to detachably holdsaid halves in operational relationship to each other, said holdingmeans including a detachable drawbar support at the rear of the tractorhalves, a shaft extending into registering bores in the adjoiningsides-of said tractor halves,

and transverse extensions of holding means connected to said trackroller frames to provide support for said halves on said track rollerframes.

18. A tractor having severable, complementary halves each halfcomprising a frame, on engine, a traction element having a track rollerframe, an idler at one end of the track roller frame, a drive sprocketat the other end.

of said frame, an endless track carried and driven by said idler anddrive sprocket, as well as means. to transmit- -port for said halves onsaid track roller frames.

I (References on following page) 9 10 References Cited i1; t he fileofthispatent 1,675,013 Young lune 26, 1928 or the ongmal patent1,881,748 Ljungkul1 Oct. 11, 1932 UNITED STATES PATENTS 1,953,515 SmithApr. 3, 1934 1,158,680 Griflin Nov. 2, 1915 FOREIGN PATENTS 1,389,010

Putnam s- 30, 1921 182,239 1 Switzerland .1.... Jun 16, 1936 1,430,251Parker Se t. 26,1922

